Engine mounting



Nov. 17, 1936. J. A. BENT 2,060,784

ENGINE MOUNTING Filed Feb. 10, 1954 2 SheetsSheet l INVENTOR.

amas H .5072.

ATTORNEYS.

Nov. 17, 1936.

2 Sheets-Sheet 2 Filed Feb. 10, 1934 e 1,2. 0o a 4 1 M M L r 9 a w w 3 24 M w w x \mo 6/ w w A INVENTOR. Jznes r7. Benz.

ATTORNEYS.

Patented Nov. 17, 1936 UNITED STATES PATENT OFFICE 6 Claims.

This invention relates to motor vehicles and particularly to means formounting the power plant therein, the principal objects being theprovision of a novel means for mounting a power plant in a motor vehiclewhereby the vibratory movements of the engine are prevented from beingsensibly transmitted to the frame of the vehicle, and is an improvementin the construction shown and described in the application for LettersPatent of the United States filed March 25, 1933 by William HaroldBagley, Jr. for Improvements in motor mounting, Serial No. 662,685,Patent No. 2,001,562 of May 14, 1935.

Objects of the invention include means for 'movably supporting theweight of a power plant in a motor vehicle in a plane passingtransversely through the power plant at approximately the center of massthereof; the provision of means for supporting the power plant of amotor vehicle in the vehicle frame in a transverse plane approximatelypassing through the center of gravity of the power plant together withmeans for yieldingly resisting the excessive movement of the endportions of the power plant; the provision of means for supporting thegreater proportion of the weight of the power plant of a motor vehiclein a plane extending transversely of the length thereof andapproximately through the center of mass thereof and providing meansadjacent at least one end of the power plant permitting such end alimited amount of movement in both a transverse and vertical directionbut resisting excessive movements of such end in such direction.

Further objects include the provision of novel means for supporting thepower plant of a motor vehicle for rocking movement about a lineextending in a generally longitudinal direction with respect theretoincluding a pair of rockable levers or arms carried by the frame of thevehicle one end of each of which is connected to the power plant of thevehicle for the purpose of supporting a proportion of the weight thereofand the opposite end of each of which is provided with associated meansfor resiliently resisting the rocking movements of the arm or lever; theprovision of a novel form of connection between such rockable arm andthe power plant; and the provision of a novel form of resilient meansfor resiliently resisting the rocking movement of the arms or levers.

Further objects include the provision of a novel form of meanspermitting movement of an end of the vehicle power plant in variousdirections while preventing excessive movements of novel features ofconstruction and combinations 7 of parts to be hereinafter describedwith reference to the accompanying drawings, and then claimed, havingthe above and other objects in view.

In the accompanying drawings which illustrate suitable embodiments ofthe present invention and in which like numerals refer to like partsthroughout the several different views,

Fig. l is a fragmentary plan view of the forward end of a motor vehicleshowing the power plant thereof mounted in the frame thereof.

Fig. 2 is a partially broken, partially sectioned side elevational viewof the motor vehicle shown in Fig. 1.

Fig. 3 is an enlarged vertical sectional view taken centrally throughone of the supporting arms and associated parts as on the line 33 ofFig. 1.

Fig. 4 is an enlarged vertical sectional view taken centrally throughthe pivotal axis of one of the supporting arms as on the line 4-4 ofFig. 1.

Fig. 5 is an enlarged vertical sectional view taken on the line 55 ofFig. 2 and illustrating the guiding and/or supporting means for theforward end of the power plant.

Fig. 6 is an enlarged vertical partially broken, partially sectionedView taken as on the line 6-6 of Fig. 1 and illustrating the supportingand/or guiding means for the rear end of the power plant.

Fig. 7 is an enlarged, fragmentary, horizontal sectional View taken onthe line 'l-'! of Fig. 5, to better illustrate the seat for the ballmember thereof.

Fig. 8 is a fragmentary partially broken view similar to Fig. 5 andshowing a modified construction therefor.

Fig. 9 is a fragmentary partially broken, partially sectioned viewillustrating another modified construction for guiding and/or supportingthe forward end of the power plant.

Referring to the drawings and particularly to Figs. 1 and 2, there isindicated a vehicle chassis frame including frame side rails I 4 andframe cross members l6 which serve to support the unitary power plant ofthe motor vehicle including an internal combustion engine indicatedgenerally as at l8, a flywheel and clutch included within the housingfixed to the rear end of the engine l8, and a change speed ortransmission mechanism included within the housing 22 fixed to the rearface of the clutch housing 20. This unitary power plant will hereinafterbe referred to as the power plant or power unit. A propeller shaft, notshown, is connected by a universal joint indicated generally as at 24with the transmission mechanism 22 in accordance with conventionalpractice.

In accordance with the present invention substantially the entire weightof the power unit including the engine, clutch and transmission istransmitted to the frame of the vehicle by means connected to the powerplant at points located approximately in a vertical plane extendingthrough the engine in a direction perpendicular to the axis of the crankshaft thereof and approximately passing through the center of mass ofthe power plant, and such means are constructed so as to permit alimited amount of rocking movement of the power plant about a lineextending in a generally longitudinal direction with respect to thepower plant and which may coincide, as a matter of illustration only,with the axis of the engine crank shaft. Means are provided at at leastone end of the power plant which will not only permit substantialrocking movement thereof but additionally will permit a limited amountof movement of the ends of the power plant in a direction perpendicularto the axis of the crank shaft thereof, such means being providedprincipally for the purpose of preventing excessive movement of suchends of the power plant although they may support a minor proportion ofthe weight thereof.

The means forming the main weight supporting structure for the powerplant is preferably patterned after the similar structure disclosed inthe above identified Bagley application but as disclosed herein includescertain inventive features not disclosed in said application. Thissupporting structure includes a pair of brackets 26 one on each side ofthe engine l8 and preferably formed integrally with the crank casethereof. An outwardly projecting arm 28 is rigidly fixed to each of thebrackets 26 as by means of a nut 29, the axes of the arms 28 preferablybeing aligned with each other and located in a vertical plane passingthrough the engine IS in perpendicular relation with respect to the axisof the crank shaft thereof and passing through the center of mass of thepower plant including the engine l8, clutch 23 and transmission 22. Thecenter of mass of the power plant may, of course, be found by a numberof different methods well known to those skilled in the art, the easiestand most practical of which probably is to hang the power plant in asling and adjust the sling lengthwise of the power plant until when thepower plant is lifted by the sling it retains its normal horizontalposition.

The outer end of each arm 28 is formed to provide a ball 30 as indicatedbest in Fig. 3 and the ball 30 is connected by a vertically extendinglink 32 with a ball end 34 of a double arm lever 38 extending inapproximately parallel relation to the corresponding frame side member[4 and pivotally mounted upon a pin 38 for movement in a vertical plane.As best indicated in Fig. 4, the pin 38 is formed integrally with a pador flange 40 secured to the corresponding frame side member [4 by bolts42 and nuts 44. A pad 46 of rubber or other resilient or yielding soundinsulating material coextensive in size with the pad 40 is preferablyinterposed between each pad 40 and the corresponding frame side member14 in order to allow the pin 38 to yield a limited amount and to lessenthe transrm'ssion of vibrations between the pad 33 and the frame. A nut48 threaded on the outer end of each pin 38, in conjunction with awasher 50, maintains the levers 36 against axial displacement on thepins 38.

The opposite or rear end of each arm 36 is provided with an upwardly anda downwardly opening recess or pocket 52 and 54 respectively in whichrubber blocks 58 and 60 respectively seat. Brackets 62 secured to theupper and lower flanges respectively of each of the frame side membersI4 as by means of rivets 54 project inwardly to a point above and apoint below the pockets 52 and 54 and in line with these pockets each isprovided with a pair of vertically directed threaded openings in each ofwhich a screw 66 is threadably received. The inner end of each of thescrews 66 is socketed in a cap member 68 fitting over the correspondingends of the corresponding rubber blocks 58 and 60.

The weight of the power plant in being transmitted to the arms 28 andlinks 32 to the forward end of the double arm levers 33 tends to causethe forward ends of the levers 36 to move downwardly about thecorresponding pins 38 and tend to move the rear ends of the levers 36upwardly. This tendency toward upward movement of the rear ends of thedouble arm levers 36 is opposed by compression of the upper blocks 58.In practice the upper screws 66 are threaded downwardly preferably untilthe upper blocks 58 are compressed to such an extent as to normally holdthe double arm levers 36 in approximately horizontal position. The lowerscrews 66 are also threaded upwardly so as to compress the lower blocks60 to such an extent that the upper ends of the blocks 60 will alwaysremain in contact with the bottom of the pocket 54 when the rear ends ofthe levers 36 move upwardly to the maximum extent of their movement inservice so that no separation of the blocks 60 with either their loweror upper abutments will ever occur in service. Accordingly, it will berecognized that the upper screws 66 must be threaded downwardly asuficient distance not only to sustain the weight of the power plantthrough compression of the upper blocks 58 and maintain the levers 36 insubstantially horizontal relation, but additionally must also bethreaded downwardly sufiiciently to overcome the force of compression ofthe block 60 tending to move the levers 36 out of such normally horizontal position.

From the construction thus far described and considering the entireweight of the power plant as being supported through the arms 36, itwill be apparent that when torque reactions are set up in the engine l8tending to rotate the power plant about the axis of the engine crankshaft, an added downward pressure will be applied to the forward end ofone of the levers 36 and a reduction in pressure will occur at theforward end of the opposite lever 36, and such change in pressuresacting upon the blocks 58 and 60 will cause such blocks to yield andpermit rocking of the levers 36 about their respective pins 38, suchrocking movement of course permitting a corresponding rocking movementof the entire power plant about the engine crank shaft axis or otherlongitudinally extending line. This rocking movement of the power unithas the effect of toning down or reducing the intensity of the torquereactions and to spread out the time elements through which such torquereactions take place, and acts to merge the various torque reactionsinto one another so that their combined reactions on the chassis frameof a vehicle is more or less like a steady pressure and not apparent inthe vehicle frame or body as separate and distinct reactions orvibrations.

In view of the fact that the upper blocks 58 not only must sustain theweight of the power plant through compression set up in them but alsobalance the compression of the blocks 60 and yieldably resist the torquereactions in the engine, it may be desirable, particularly in powerplants of the heavier type, to supplement the upper blocks 58 byyieldable metallic means such, for instance, as one or more coil springscompressed simultaneously therewith and which may or may not be moldeddirectly in such rubber blocks. An example of such a construction isillustrated in Fig. 3 in which the block 58 is shown as being providedwith a central bore 10 in which a coil spring 12 is received with itslower end resting against the bottom of the pocket 52 and its upper endresting against the upper cap 68. Initially the spring 12 may be of thesame free length as the free length of the block 58 or, if desired, itmay be provided with either a greater free length than the free lengthof the block 58 or a lesser free length than the free length of theblock 58 so that either it or the block 58 will be initially compressedupon downward threading of the upper screws 66, as the respective casemay be, before the other is also subjected to the operation of beingplaced under compression. By employment of springs such as 12 orequivalent means, the reaction characteristics of the upper blocks 58may be varied to best suit the condition of operation of the power plantwith which they are employed.

Torque reactions in an engine tend to rock the engine about a generallylongitudinally extending line which may coincide with the axis of theengine crankshaft or may be located somewhere between the crankshaftaxis and the center of mass of the engine. There are additionalunbalanced forces in an operating engine caused, for instance, by themovements of the crankshaft, connecting rods and/or pistons which tendto move the end portions of the engine and/or power plant of which itforms a part in any one or more of a plurality of paths located in adirection transverse to the axis of 1 the engine crankshaft and aboutthe center of mass of the engine and/or power plant. Not only does thesupporting means hereinbefore described permit rocking of the powerplant due to torque reactions in the engine, but particularly in view ofthe fact that the line of support for the power plant is included in aplane perpendicular to the engine crankshaft and approximately passingthrough the center of mass of the power plant it will be apparent thatif the ends of the power plant are permitted to move under the influenceof the additional forces mentioned, the perceptible effects of suchforces in the frame of the vehicle will be negligible due to the factthat the movement of the power plant caused by them is proportional tothe distance from the center of mass of the engine and the supportingmeans herein provided tones down and dissipates the effects of suchforces in their transmission to the frame. If it were attempted torestrain the movement of the end portions of the power plant relative tothe frame such forces would, of course, immediately become apparent inthe frame due to their being resisted thereby so that although it isdesirable to provide some means at at least one end of the power unit tolimit maximum movement thereof with respect to the frame, I have foundit desirable that such means be so constructed as to permit relativelyfree movement of such ends laterally of the axis of the crankshaft'within the normal limit of movement of such engine of the powerunit as may normally be expected to be caused by such additional forces.As before mentioned, although such means provided for limiting themaximum movement of the ends of the power unit may be providedsubstantially solely for such purpose from a practical standpoint, theymay be called upon to a greater or lesser extent to share or aid insustaining a portion of the weight of the power unit, but preferably arelatively small portion if any.

Referring now to Fig. to show merely by way of illustration suitablemeans for restraining completely free lateral movement of the forwardend of the power plant illustrated in Fig. 1, it will be noted that afiat or leaf spring member 14 bridges the upper outer ends of the frontcross member 16. The ends of the leaf spring mem ber 14 are preferablyinsulated from direct metallic contact with the frame side members M andfront cross member It by blocks or sheets 16 of non-metallic materialwhich may be of a relatively non-yieldable material such as conventionaltypes of brake lining or may be of a yieldable nature such as felt,rubber or material having similar properties. A block or plate 18 iscentrally supported upon the upper face of the member 14, preferablywith the interposition of a pad 88 between it and the upper face of themember 14 formed from a non-metallic material of any one of the typespreviously mentioned. The block 18 is centrally provided in its upperface with an upwardly opening semispherical recess 82 in which ahardened ball 84 is received. Preferably, the recess 82 is formed in acylindrical plug 88 formed of hardened material and inset into the upperface of the plate l8. The upper face of the plate '68, as particularlywell illustrated in Fig. 5, slants downwardly from the ball 84 in thedirection of the frame side members M, in other words, its thicknessvaries from a maximum at the ball 84 to a minimum adjacent its outerside edges, this being for a purpose which will presently becomeapparent.

A bracket member 88 rotatably surrounding the forwardly extending hollowcylindrical projection 98 fixed to the forward end of the engine l8about the engine crank shaft 82 is provided with a flange or base 94 ofa size coextensive with the plate 18 and its lower flat face is providedwith an insert 88 which may be considered substantially identical to theinsert 88 and in which seats the upper portion of the ball 84. Withthis-construction it will be apparent that, because of the rotatablenature of the connection between the bracket 88 and the projection 98,rocking movement of the power plant about the axis of the engine crankshaft 92 will be unrestricted because of such connection and, due to thefact that the bracket 88 may rock laterally about the center of the ball86, a limited amount of transverse movement of the forward end of thepower plant will be permitted. The amount of permissible lateralmovement of the forward end of the power plant will, of course,

depend to a greater or lesser extent upon the angularity existingbetween the upper face of the plate I8 and the lower face of the flange94 on the bracket 88 but, inasmuch as such movement to the forward endof the engine and/or power plant due to unbalanced or other usualconditions in the engine seldom exceeds 10 or 15 one thousandths of aninch, it will be apparent that the amount of angularity shown will beample to take care of such movement. Unusual conditions may occur duringoperation of the vehicle which will tend to cause a greater amount oflateral movement of the forward end of the power plant, as for instanceunusually rough conditions of the road surface over which the vehicle istraveling, and accordingly in order to prevent contact of the lower faceof the flange 94 with the upper face of the plate I8 in limiting suchexcessive movements from being audible in such cases, I prefer to inserta strip 98 of material between such faces and which material ispreferably of a non-metallic nature of any of the types previouslydescribed. It will also be apparent that where such strip 98 of materialis employed it will be necessary that the depth of the recesses in theinserts 86 and 96 be sufficiently less than the radius of the ball 84 topermit full seating of the ball 84 in both inserts and provide therequired clearance for the strip 98 between the plate I8 and flange 94.

In order to prevent displacement of the plate I8 and bracket 88 withrespect tothe member I4 and to each other, bolts I00 are preferablyemployed to yieldingly tie them together. The bolts I00 preferablyrelatively closely fit the openings in the member 14 and plate I8through which they project but are provided ample clearance in theflange 94 of the bracket 88 so as not to interfere with the desiredrocking movement of the bracket 86 about the center of the ball 84.Surrounding the bolts I00 below the member I4 are coil springs I02constantly maintained under compression by nuts I04. A sheet I06 ofnon-metallic material of any one of the types previously described ispreferably interposed between the lower face of the member I4 and theupper ends of the springs I02 and in such case washers I0I arepreferably provided for the upper ends of the springs I02 in order toprevent them from cutting into the sheet I06. The springs I02 tend tonormally maintain the bracket 88 with its flange 94 in the horizontalposition indicated, but, as will be apparent, the springs I02 readilypermit the bracket 88 to rock about the center of the ball 84 in orderto permit the forward end of the power plant to move laterally inresponse to unbalanced conditions in the engine.

Where the pad or sheet 80 and I06, and particularly the pad 80, are ofsumcient thickness and formed of rubber or felt of sufficientyieldability, then the block I8 may be allowed sufficient verticalmovement to take care of such vertical movement of the forward end ofthe power plant as may be caused by unbalanced conditions in the engineand in such case the member I4 may be substantially rigid. In case,however, the thickness and resilient characteristics of the member 80 inparticular are not sufficient to fully take care of such verticalmovement of the forward end of the power plant, then the member I4 is soconstructed as to provide sufficient flexibility in order to take careof such vertical movement, it being understood of course that while themember I4 may be of such flexibility as to permit the slight amount ofvertical movement of the front end of the power plant due to ordinaryunbalanced conditions in the engine, it is preferably of such rigidityas to restrict the forward end of the power plant against excessivevertical movement, and particularly in some cases, of suflicientrigidity to aid in supporting the mass of the power plant.

By the construction illustrated in Fig. 5 it will be apparent that theforward end of the power plant is permitted a limited amount ofrelatively free movement both laterally and vertically so as to permitthe forward end of the crank shaft to move in any geometricalconfiguration in a plane transverse to the axis of the crank shaft asmay be required under the influence of the unbalanced or other usualforces in the engine, and yet it restricts the forward end of the powerplant from excessive movement in any such direction.

The means provided at the rear end of the power plant for limitingexcessive movement thereof, and in some cases for additionallysupporting a proportion of the weight of the power plant, may besubstantially identical in general principles of design to that employedat the front end of the vehicle as described in connection with theconstruction shown in Fig. 5, but I have found it unnecessary in mostcases to provide a resilient member such as the member I4 in Fig. 5 forthe reason that the rear support is at such a distance from the engineproper that the vibration in the power plant due to unbalancedconditions in the engine itself are apparent to a much lesser extent atsuch end of the power plant. Accordingly, I have found it sufilcient tomodify the front construction shown in Fig. 5 in the manner illustratedin Fig. 6 in which it will be noted that a plate member I08, which maybe substantially identical to the plate member I8 described inconnection with Fig. 5, is mounted directly upon the frame cross memberI6 at the rear end of the transmission 22 with a strip IIO ofnon-metallic material of the type previously described interposedbetween it and the cross member I6. As indicated in Figs. 1 and 2, therear end of the transmission 22 is provided with a cylindrical rearwardextension H2 and a bracket member I I4 corresponding to the bracketmember 88 previously described and provided with a flange II6corresponding to the flange 94 of the bracket 88 rotatably receives thecylindrical extension II2. In this case the bracket I I4 is split andits upper half comprises a cap member II8 secured to the main bodyportion thereof as by screws I20. Preferably a strip I 22 ofnon-metallic material which may be similar to brake lining, graphiteimpregnated fabric or other suitable material is interposed between theextension H2 and the bracket II4 to insulate these parts against thedirect transfer of audible sounds between them. This constructionincludes hardened inserts I24 and I26 in the plate I08 and flange I I6and cooperating ball I 28 corresponding to the inserts 86 and 96 in ball84 respectively previously described in connection with Fig. 5. It alsoincludes bolts I30 corresponding to the bolts I00, springs I32corresponding to the springs I02, nuts I34 corresponding to the nutsI04, and strip I36 corresponding to the strip I06 previously describedin connection with Fig. 5. This construction thus permits the rear endof the transmission 22 to pivot in the brackets II 4 about the axis ofthe crank shaft and also to rock about the axis of the ball I28. A stripof non-metallic material I38 disposed between the plate I08 and flange II6 serves the same purpose as the strip 98 described in connection withFig. 5. Possible vertical movement of the rear end of the power plantunder the influence of unbalanced or other usual forces in the enginemay be taken care of in the resiliency of strips III) and I36 as well asthe strip I22.

In Fig. 8 is illustrated a modification of the construction illustratedin Fig. modified as suggested in the description of Fig. 5. In this casethe same members 18, 88, 90, 92, 94, 98 and I84 are employed the same asin Fig. 5 but in this case the plate 78 is mounted directly'upon theframe member I6 instead of upon a spring member 14 in Fig. 5. Also inthis case the strip 80 is replaced by a relatively thick block I46 ofresilient material such as rubber or felt and the strip Ieit is replacedby a similar block I42, and the springs I82 are eliminated entirely.With this construction the thickness of the blocks I4l'i and I42 aresuch and the material from which they are made is sufiiciently resilientto permit the desired vertical movement of the front end of the powerplant in response to the normally unbalanced forces in the engine.Obviously, the construction illus-- trated in Fig. 6 may be modified inthe same manner. The ultimate result of the construction illustrated inFig. 8 will of course be substantially similar to that illustrated inFig. 5.

In Fig. 9 another modification of the construction shown in Fig. 5 isillustrated. As shown, this modification includes the same bracket 88 asin Fig. 5 but the plate member 18, ball 84, bolts I06 and springs I02are eliminated entirely and in place thereof is provided a relativelythick block I44 of rubber. This block of rubber I44 has vulcanized orotherwise suitably secured to its upper and lower faces respectively apair of metal plates I46 and I48. The plates I46 and I48 are coextensivein size with the lower face of the flange 94 of the bracket 88 and theblock I44 is of sufficiently lesser width as to permit the opposite endof the plates I46 and I48 to project therepast. Bolts I50 andcooperating nuts I52 cooperate to secure the projecting ends of theplate I46 to the flange 94 and bolts I54 and nuts I56 cooperate tosecure the projecting ends of the plate I48 directly to the front crossmember I6. With this construction the block I44 of rubber is ofsufficient thickness and resiliency to permit both vertical and lateralmovements of the forward end of the crank shaft 92 to permit the normalmovements of the front end of the power plant due to the usualunbalanced or other forces in the engine. Obviously, the ultimate effectof this construction will be substantially identical to that describedin connection with Fig. 5. It will also be observed that this same typeof construction may be employed in connection with the rear end of thepower plant in place of that shown and described in connection with Fig.6.

From the foregoing description it will be apparent that by the presentinvention means are provided for mounting a unitary power plant of themotor vehicle in the frame thereof including means connected to thepower plant in a plane transverse to the axis of the crank shaft of theengine thereof and approximately including the center of mass of thepower plant which resiliently supports substantially the entire weightof the power plant. It will further be apparent that such means are soconstructed as to permit a limited amount of rocking movement of thepower plant about a line extending in a generally longitudinal directionwith respect thereto, together with means for resisting excessivemovements of the ends of the power plant in directions perpendicular tothe axis of the crank shaft yet permitting substantially free movementof such ends of the power plant in such direction under the influence ofthe normally unbalanced or other usual forces in the engine whereby theeffects of such vibratory movements of the power plant due to suchunbalanced or other usual forces are transmitted to the frame of thevehicle substantially entirely through the main power plant supportwhich, being located transversely to and adjacent the center of mass ofthe power plant and being of a character to dissipate the effects ofcuch'vibrations in their transmission to the frame of the vehicle,substantially eliminates the effect of any vibratory movement of theengine due to operating characteristics thereof from being sensiblytransmitted to the frame of the vehicle. It therefore provides aconstruction in which the effects of normal vibratory movement in thepower unit of the vehicle are substantially eliminated as far assensible effects upon the occupants of the vehicle is concerned.

It is to be understood that in the broader aspects of the presentinvention the specific features of construction herein shown anddescribed are provided mainly for the purpose of illustration only andthat, accordingly, formal changes may be made in the specificembodiments of the invention described without departing from the spiritor substance of the broad invention, the scope of which is commensuratewith the appended claims.

I claim:

1. In combination with a motor vehicle having a chassis frame includingside members and a unitary power plant including an engine, clutch andtransmission mechanism, means for supporting said power plant in saidframe including a pivot pin mounted upon each of said side members, apad of yieldable non-metallic material insulating each of said pins fromthe corresponding of said side members, a lever pivoted upon each ofsaid pins, means connecting each of said levers with said power plant,and means interposed between said levers and said frame yieldinglysupporting said power plant for rocking movement about a generallylongitudinally extending line by yieldingly resisting rocking movementof said levers about their respective pivot pins.

2. In combination with a motor vehicle having a chassis frame and anengine, a connection between said frame and said engine including amember supported by said frame and having a recess in the upper facethereof, a member pivotally secured to said engine and having a recessin the lower face thereof, and anti-friction means received between saidrecesses and normally maintaining said members in spaced relation.

3. In combination with a motor vehicle having a chassis frame and anengine, a connection between said frame and said engine including amember supported by said frame and having a recess in the upper facethereof, a member pivotally secured to said engine and having a recessin the lower face thereof at a point vertically spaced from the line ofpivot thereof, and antifriction means received between said recesses andnormally maintaining said members in spaced relation.

4. In combination with a motor vehicle having a chassis frame and anengine, a connection between said frame and said engine including amember supported by said frame and having a recess in the upper facethereof, a member secured to said engne and having a recess in the lowerface thereof, said faces normally bearing a diverging relation withrespect to each other, anti-friction means received between saidrecesses and normally maintaining said members in spaced relation, andsound insulating means disposed between said faces.

5. In combination with a motor vehicle having a chassis frame and apower plant, a connection between said power plant and said frameincluding a first member, a second member pivotally associated with saidfirst member and pivotally associated with said power plant at a pointvertically spaced from its point of pivotal connection with said firstmember, and a yieldable connection between said first member and saidframe permitting a limited vertical movement of said first memberrelative to said frame.

6. In combination with a motor vehicle having a chassis frame and apower plant, a connection between said power plant and said frameincluding a first member, a second member pivotally associated with saidfirst member and pivotally associated with said power plant at a pointvertically spaced from its point of pivotal connection with said firstmember, and spring means interposed between said first member and saidframe permitting a limited amount of vertical movement of said firstmember relative to said frame.

JAMES A. BENT.

